latta



3 Sheets-Sheet 2.

' (No Model.)

B. G. LATTA.

VELOOIPEDB'.

No. 347,357. Patented m 17, 1886.

N. PErERs. PhotoLitha n h-ur, Wzlhinghn. D4 t;

(No Model. 3 Sheets-Siieet 3. v 'E. G. LATTA.

VBLOGIPBDE-Q Patented Aug. 17', 1886.

parts.

. UNITED STATES,

PATENT ()FFIGE- 'EMMIT e. LATTA, or FRIENDSHIP, NEW YORK, ASSIGNOR or ONE-HALF ro ADRIAN o. LATTA, or SAME PLACE.

VELOCIPEDE."

SPECIFICATION forming part of Letters Patent No. 347,357, dated August 1'7, 1886.

' Application'filed September 15, 1885. Serial No. 117,162. (No model.)

To all whom it may concern.-

3e it known that I, EMMIT G. LATTA, of Friendship, in the county of Allegany and State of New York, have invented a new and useful Improvement in Velocipedes, of which the following is a specification.

This invention relates to an improvementin velocipedes, and the object of the invention is to reduce the weight and increase the strength of the wheel, to support it in the fork or frame In a more secure manner, to providea simple, light, and effective adjustment for the ballbearings of the wheel, and to fasten the cranks detachably to the axle in a smooth and compact manner.

My invention consists to these ends of the improvements which will be hereinafter fully set forth, and pointed out in the claims.

In the accompanying drawings, consisting of two sheets, Figure 1 is a side elevation of the central part of the wheel and connecting Fig. 2 is a fragmentary sectional elevation of the Wheel, axle, and connecting parts at right angles to Fig. 1. Fig. 3 is a detached view of the adjustable cone of the ball-bearng. Fig. 4 is a side view of the wheel, show- Ing the spokes arranged in the same manner as in Fig. 1. Figs. 5, 6, and 7 are sectional views showingmodified constructions of the hub. Figs. 8 and 9 are side elevations of the wheel, showing slightly modified arrangements of the spokes.

Like letters of reference refer to like parts in the several figures.

A represents the axle, which may be either solid or hollow.

B represent the hubs secured to the axle; O, the spokes, and D one of the fork-arms. Each hub is composed of two annular plates of sheet metal, an outer plate, I), and an inner plate, I), which are secured to the axle, one behind the other, and connected at or near their outer ends, so that both plates together form a hollow hub, in which one plate braces or supports the other. The hub-plates b b are provided at their central openings with collars or flanges, which are secured to the axle by brazing or other suitable means. The outer plate,

b, of each hub is made dish-shaped on its outer side, in the same manner as solid hubs, to receive the adjusting mechanism of the ballmild sheet-steel, and as rolled sheet metal is strongest. in the direction in which it is rolled the two plates 1) b of one hub are arranged with the grain in one plate at right angles to the grain in the other, thereby making the hub practically of the same strength in all direc- 6o tions. If it is desired to further strengthen the hub, this is easily accomplished by interposing between the plates 1) b an annular stiffening-plate, If, as represented in Fig. 5. This stiffeningplate may be made of strong metal 6 5 and be extended outward far enough to re ceive the spokes, as represented in Fig. 6, in which case the hub-plates b and b may be constructed of lighter sheet metal. The edges of the plates 1) b are constructed with concavo- 7 convex marginal flanges turned with their concave sides toward each other, as represented in Fig. 2, so as to form a hollow double-convex marginal flange or rim, E, on each hub.

The spokes, which are attached to the hub, 7

are drawn over the convex surface of this rim, thereby avoiding sharp bends in the spokes.

Heretofore concavo-convex rims have been employed on hubs, in which case the inner surface of the rim was concave; but by my improved construction a convex surface is providedboth on theinner and outer sides of the hub-flange without a material increase of the weight. This construction is very desirable for laced spokes or Pauseys variety of tan- S gential spokes.

The spokes 0, represented in the accompanying drawings, are arranged in groups, each of which contains one direct or radial spoke and two laced or tangential spokes, the latter being arranged on opposite sides of the radial spoke. The direct or radial spokes are designated by the figure 2, and the laced or tangential spokes by the figures 1 and 3. In the arrangement of the spokes represented in Figs. 1, 2, and 4, the tangential spoke No. 1 of the first group is headed on the inner side of the hub, passes through the latter inside of the rim E, is bent closely around the outer convex side of the rim, passes underneath the di- [00 group, interlocks with spoke No. S of the fourth group about one inch from the edge of the rim E, and then with spoke No. 3 of the fifth group and spoke No. 2 of the third group. The spokes No. are headed on the outside of the hub, and pass over the convex rim E on the inner side of the same, and extend outwardly to the rim or folly of the wheel in an opposite direction from spokes No. 1 and interlock with the spokes Nos. 1 and 2. The direct or radial spokes No. 2 are headed on the inner side of the hub, pass through thelattcr, and are bent against the outer side of the convex rim 1B. As the spokes No. 1 are bent sharply around the convex rim to interlock with the spokes ITO. 3, the spokes No. 2 pass over the spokes No. 1 on the edges of the rim without interference. The spoke No. 1 of the first group, spoke No. 2 of the third group, and spoke l\'o. 8 of the fifth group all cross each other at the same point, where they are preferably secured together by soldering or by tying with fine wire. This arrangement of the spokes braces the wheel. most completely in three direetions-forward, backward, and outward-and possesses all the advantages of direct spokes in resisting the shocks received in passing over obstructions and of tangential spokes in resisting the twisting strains when heavy pressure is applied tothe cranks. This enables the wheel to better resist side strains orbuekling than a system of spokes composed wholly of direct or tangential spokes. It is obvious that the number of spokes can be increased or reduced, and that the angle of the tangential spokes can be varied. In Figs. 8 and 9 the angle of. the tangential spokes differs somewhat from that shown in Fig. 4. The outer ends of the spokes are secured to the rim of the wheel in anysuitablc or well-known manner.

F represents the inner adj ustablc cone of the ball-bearing provided with an internal screwthrcad,whercby it is attached to the threaded portion of the axle A.

F is an arm formed on the cone F, forturning the latter on the axle. The outer end of the arm F is provided with one or more screwthreaded openings, r which receive a setscrew, by which the cone F is secured in position on the hub. The latter is provided with a circular series of openings, 71, in either of which the end of the set-screw can enter.

\Vhcn it is desired to adjust the cone F, the screw 1 is withdrawn far enough to clear the opening 71 in which it was engaged, and the cone is then turned on the axle by means of the arm F until the proper adjustment is obtained. If the cone does not turn freely, the wheel maybe turned until the head of the screw 9 strikes against the fork, when by further turning the wheel the latter operates as a lever in turning the axle in the cone F. \Vhen the desired adjustment has been obtained, the cone is secured in position by turning the screw 9 so as to engage it in the nearest opcning 71. A. single opening, 1, in the arm F provides an adjustment fine enough for all. ordinary purposes; but by providing a number of openings, r in the arm F a very fine adjustment is obtained.

Instead of providing openings h in the hub for holding the set-screw, the latter may enter between the heads of thespokcs on the outer side of the hub, as represented in Fig.5.

I represents the outer cone of the ball-bean ing, and .T represents the crank, which is de tachahly secured to the end of the axle A. The crank-boss is provided on its inner or rear side with a screw-threaded extension, j, and

the cone I is provided on its outer side with an internally-tilreaded extension, i, into which the threaded cxtensionj of the crank-boss engages. The extension is made hexagonal or is otherwise formed to permit of the application of a suitable wrench for turning it. The end portion, a, of the axle is reduced in diameter, so as to form an annular shoulder. it, against which the outer cone, I, rests. The latter is firmly screwed upon the cranleboss and the crank is then slipped upon the re dueed end a of the axle until the cone I rests against the shoulder a. The crank is prevented from turning on the axle by a suitable key, 7.. The end of the axle is provided with a countersunk or recessed seat, 1, which re ceives a screw, m, and washer a. The latter projects over the outer. side of the crank-boss and holds the crank and the key It on the axle.

The screw and washer are preferably made separate, as shown; but, if desired, the washer may be omitted and the screw may be construeted with an enlarged head overlapping the outer side of the crank-boss. lVhen it is desired to remove the crank, the screw m and washer a are removed and the cone I is unscrewed from the crank-boss by applying a wrench to the extension 2'. The cone I. is held against longitudinal movement by the shoulder a, so that by turning the screw I the crank is forced from its seat on the axle far enough to permit its removal therefrom.

O is a tapering tongue or lug formed on the bearingbox l and projecting upwardly therefrom into a tapering recess, g. formed between the jaws q at the lower end of the fork arm.

1' is the horizontal bolt,which passes through the fork-arm and the lug O and secures the bearingbox to the fork. This construction avoids the tendency of the ordinary joint to work loose, affords a longer bearing between the lug of the box and the jaws of the fork-arm, and enables the bolt 7' to draw the jaws q tightly against the lug 0: It also affords the greatest strength at the base of the lug O and at the base of the jaws q, where the greatest strains are applied to these parts.

I do not wish to claim in this application for patent the manner of securing the spokes to the hub-fiange in pairs-onc 011 theinner side and one on the outer side of the hub-flange as this forms the subject of a claim in another application for patent filed by me December 26, 1885, and numbered 186,476.

I claim as my invention- 1. In a wheel for velocipedes, &c., the combination, with the axle, of a hollow hub composed of two annular plates of sheet metal,both secured to the axle, substantially asset forth.

2. In awheel for velocipedes, &c.,a hub composed of two annular plates of sheet metal arranged at an angle to each other and secured together at or near their-outer edges, forming a braced hollow hub, substantially as set forth.

3. In awheel for velocipedes,&c.,a hub composed of two annular plates of sheet metal secured together at or near their outer edges, and provided with collars or flanges. which surround their central openings, substantially as set forth.

4. In a wheel for velocipedes,&c.,a hub composed of two annular plates secured together at or near their outer edges, and an interposed annular stiffening plate, substantially as set forth.

5. In a wheel for velocipedes,&c.,a hub constructed with a rim having a convex outer side and a convex inner side, constituting a doubleconvex marginal rim,substantially as set forth.

6. In awheel for velocipedes,&c'.,a hub con- I structed with a hollow double-convex marposed of two annular plates, each constructed with a concavo-convex marginal rim, the rims in the two plates being secured with their concave sides against each other, forming a hollow double convex rim, substantially as set forth.

8. The combination, with the rim and hub, of radial and tangential spokes connecting the hub with the rim, substantially as set forth.

9. The combination, with the rim and hub, of radial spokes and tangential spokes cross ing the radial spokes both forwardly and backwardl y, substantially as set forth.

10. The combination, with the rim and hub, of groups of spokes each containing a radial spoke and two tangential spokes crossing the radial spoke in opposite directions, substantially as set forth.

11. The combination, with the rim of the wheel, of a hub provided with a double-convex marginal rim and radial and tangential i spokes bent around the inner and outer convex sides of the marginal rim, substantially as set forth.

Witness my hand this 5th day of September, 1885.

EM M IT G. LATTA.

\Vitnesses:

J NO. J. BONNER, CARL F. GEYER. 

